The first engineering CFDS messages that were transmitted were:
00:26Z 3044 ANTI ICE R WINDOW
00:26Z 561200 R SLIDING WINDOW SENSOR
00:26Z 2600 SMOKE LAVATORY SMOKE
The first 2 are associated with a failure of WHC 2 in the avionics bay but only generate one ECAM warning between them which is:
ANTI ICE R WINDSHIELD. That's the first clue that all is not well as WHC2 fails in the avionics bay below the FO's feet.
The front part of the aircraft is not entirely segmented so smoke/fumes will not be confined to the avionics bay..... so the next bit of bad news is:
SMOKE LAVATORY SMOKE (presumably toilet A). Remember the toilet smoke detectors are not only sensitive (to gentleman's hair spray amongst other stuff) but they are also single channel, unlike:-
SMOKE AVIONICS SMOKE which goes straight to the top of the ECAM warning list in red, but remember.... it requires both of the 2 detectors to be triggered before the warning latches on so it is slower that a toilet warning. All the Airbus professionals here know where this warning is leading, especially if you already have evidence that something is going wrong in the avionics bay. So in no time at all the Smoke checklist takes you into Emergency Electrical Configuration (EEC) and the workload goes through the roof.
It is difficult enough hand flying a big jet at high altitude with everything working normally but the Captain is now flying at high altitude, with only his basic instrumentation with the aircraft in Alternate Law. As the crew of Air Asia 8501 found out.... flying at altitude in Alternate Law is VERY demanding on a pilot, trying to do that in an environment of increasing smoke, maybe already on oxygen may have been too much for them.
I would have also made a turn to the left, towards Paphos, in order to land ASAP. I believe control was lost shortly thereafter.